Compass calibration system and method

ABSTRACT

An in-vehicle compass system and method that is calibrated based on a magnetic field model and/or a deviation analysis based on a location signal received from a positioning system.

CROSS REFERENCE TO RELATED APPLICATIONS

This application claims priority to and the benefit of U.S. ProvisionalApplication Ser. No. 60/902,409, filed Feb. 21, 2007, entitled “CompassCalibration System and Method,” which is hereby expressly incorporatedby reference.

BACKGROUND

The present disclosure relates to magnetic direction sensing system. Themagnetic direction sensing system utilizes a positioning system toassist in compass calibration.

There exists a need for a compass compensation system capable of moreefficiently and accurately compensating for and recovering from abruptchanges in vehicular magnetism regardless of the significance of thechange and having the capability to more efficiently and more accuratelycompensate for the initial vehicular magnetism of a new vehicle.

Further, there is a need to determine the geographic zone the compass islocated in and automatically and continually apply the correct compasserror factor.

What is needed is a system and/or method that satisfies one or more ofthese needs or provides other advantageous features. Other features andadvantages will be made apparent from the present specification. Theteachings disclosed extend to those embodiments that fall within thescope of the claims, regardless of whether they accomplish one or moreof the aforementioned needs.

SUMMARY

One embodiment relates to a system including a compass, a receiverconfigured to communicate with a positioning system, and a processorconfigured to communicate with the compass and the receiver. The systemfurther includes a first input for receiving a first signal associatedwith the compass and a second input for receiving a second signalassociated with the positioning system. The processor is configured tocalculate a compass error factor based on a deviation analysis. Thedeviation analysis is based on the first signal and the second signal.

One embodiment relates to an in-vehicle compass system including acompass, a transceiver configured to communicate with a positioningsystem, and a processor configured to communicate with the compass andthe transceiver. The in-vehicle compass system also includes a controlcircuit configured to communicate with the processor. The in-vehiclecompass system further includes a memory device configured to store anin-vehicle compass system configuration, at least one magnetic fieldmodel compass error factor and configured to communicate with thecontrol circuit. The in-vehicle compass system configuration includes amagnetic field model utilization parameters and a deviation analysisutilization parameters. The control circuit utilizes a magnetic fieldmodel compass error factor based on the magnetic field model utilizationparameters being triggered and the control circuit utilizes a compasserror factor from a deviation analysis based on the deviation analysisutilization parameters being triggered.

One embodiment relates to a method for calibrating an electronic compasssystem including calculating a location based on a positioning systemlocation signal and calculating a deviation analysis based on thepositioning system location signal and a compass signal. The methodfurther includes calculating a compass error factor based on thedeviation analysis and utilizing the compass error factor to adjust theelectronic compass system.

One embodiment relates to a method for calibrating an electronic compasssystem including determining a longitude position and a latitudeposition and determining a magnetic field strength utilizing a magneticfield model based on the longitude position and the latitude position.The method further includes determining a vehicle heading based on apositioning signal and determining a magnetic heading correction factorbased on the magnetic field strength and the vehicle heading.

BRIEF DESCRIPTION OF THE DRAWINGS

The application will become more fully understood from the followingdetailed description, taken in conjunction with the accompanyingdrawings.

FIG. 1 is a graph illustrating the ideal signal representing the sensedmagnetic field of the earth when the vehicle travels in a 360° loop, andthe signal after a change in vehicular magnetism;

FIG. 2 is a graph illustrating the signal representing the sensedmagnetic field of the earth after a large change in vehicular magnetismcausing the saturation limits of a compass utilizing either flux-gate,magneto-resistive sensors or magneto-inductive sensors to be exceeded;

FIG. 3 is a graph illustrating the signal representing the sensedmagnetic field of the earth after an intermediate change in vehicularmagnetism;

FIG. 4 is a graph illustrating the ideal signal from the magnetic fieldsensor and the signal after a change in vehicular magnetism whereby thecenter of the circle obtained after the change in magnetism isdetermined in accordance with the teachings of U.S. Pat. No. 5,737,226;

FIG. 5 is a perspective view of a motor vehicle that includes a numberof vehicle systems, including an in-vehicle control system, according toone exemplary embodiment;

FIG. 6 is an electrical circuit diagram in block form of the compasssystem, according to an exemplary embodiment;

FIG. 7 is an electrical circuit diagram in block form of the interfacecircuit shown in FIG. 6, according to an exemplary embodiment;

FIG. 8 is as electrical circuit diagram in schematic form of anexemplary oscillator used in the interface circuit shown in FIG. 6,according to an exemplary embodiment;

FIG. 9 is a table illustrating deviation of cardinal and intercardinalcompass headings for a magnetic compass which has not been adjusted;

FIG. 10 is a table illustrating the deviation due to each component, andthe total, on various headings of the compass in the example givenabove;

FIG. 11 is a graphical model of deviation analysis coefficients andtotal deviation of an unadjusted magnetic compass, according to anexemplary embodiment;

FIG. 12A is a graphical model of a magnetic field model of the earth,according to an exemplary embodiment;

FIG. 12B is a graphical model of a magnetic field model of NorthAmerica, according to an exemplary embodiment;

FIG. 13 is an illustrative process flow, according to an exemplaryembodiment; and

FIG. 14 is an illustrative model showing an example of calculating thecenter/reference point on a vehicle moving in an arc pattern, accordingto an exemplary embodiment.

DETAILED DESCRIPTION OF THE EXEMPLARY EMBODIMENTS

Before turning to the figures which illustrate the exemplary embodimentsin detail, it should be understood that the application is not limitedto the details or methodology set forth in the following description orillustrated in the figures. It should also be understood that thephraseology and terminology employed herein is for the purpose ofdescription only and should not be regarded as limiting.

FIG. 1 discloses a magnetic field sensor and microprocessor-controlledcompass system for a vehicle. The system utilizes flux-gate magneticsensors to sense the magnitude of the earth's magnetic field in twochannels of measurement. The sensor data, if plotted on an X-Y Cartesiancoordinate plane, would be as shown in FIG. 1. For a properly calibratedcompass, the plot of sensor data creates a perfect circle centeredaround the origin of the coordinate plane when the vehicle travels in a360° loop, as indicated by graph A of FIG. 1. The radius of the circlerepresents the detected Earth's magnetic field strength, and thevehicle's compass heading at a particular time during travel isrepresented by a point on the circle. By calculating the angle at whichthe point forms with the X-Y coordinate plane, the compass heading ofthe vehicle may be determined. Depending on the location of the vehicle,the detected magnitude of the earth's magnetic field can varysignificantly.

The sensed magnetic field will also be affected if there is a change invehicular magnetism. Changes in the magnetism of a vehicle can be causedby driving the vehicle near the electrical power feeders of train orsubway systems, installing a magnetic cellular antennae on the vehicle'sroof, parking under an AC powerline, or even driving through a car wash,which can flex the sheet metal in the vicinity of the compass sensor andchange its magnetic characteristics. The magnetic field can also bechanged by a moving vehicle accessory, such as, a door, window orsunroof. Further, the magnetic field can be changed by a windowdefroster or window grid. Such a change in vehicular magnetism willcause the magnetic field sensed by the compass channels when the vehicleis heading in a given direction to be either greater than or less thanthat expected for a vehicle with no magnetic interference. As a result,the plot of sensor data will be shifted away from the origin of thecoordinate plane in some direction, resulting in a pattern such as thecircle shown in circle B of FIG. 1 when the vehicle travels a 360° loop.The magnitude of the shift of sensor data from the origin isproportional to the magnitude of the change in vehicular magnetism.

The compass system may provide automatic and continuous calibration toaccount for changes in the vehicle's magnetism, and thus the system'sreaction to the earth's magnetic field. The calibration system includesmeans for testing the data received from the compass sensor to determinethe maximum and minimum signal levels during movement of the vehiclethrough a completed 360° path of travel however circuitous the path maybe.

This data is averaged over several such paths of vehicular travel toprovide continuously updated and averaged compensation correctioninformation. The automatic and continuous calibration is capable ofcorrecting the compass system when the plot of sensor data experiencessmall shifts away from the origin of the coordinate plane due to smalldrifts in vehicular magnetism. The origin of the coordinate plane inthese circumstances is still contained within the circle plotted whenthe vehicle travels a 360° loop, and the crossings of the sensor data onthe axes of the coordinate plane are used to calculate the spans of thesignal levels along each axis which determine the center of the circularplot of sensor data. Compensation signals are then generated based onthe difference between the center of the circle and the origin of thecoordinate plane.

However, if the shift of sensor data is large enough such that theorigin of the coordinate plane is not contained within the circular plotof sensor data created when the vehicle travels a 360° loop, thenheading information cannot be calculated and the calibration systemcannot provide correction unless the sensor data experiences asubsequent shift that causes the origin of the coordinate plane to againbe contained. Because such a subsequent shift may never occur or, if itdoes, may occur only after an undesirably long period of time, thecompass system of the above-mentioned patent provides means toreinitiate calibration.

Reinitiation of calibration involves the collecting and centering ofspans of sensor data followed by the collecting and centering of twocircles of sensor data, which causes the origin of the coordinate planeto coincide with the center of the circular plot of sensor data. Assuch, the reinitiation process enables the compass system to recoverfrom any change in vehicular magnetism and to provide accurate headinginformation. In order to detect situations where reinitiation of thecalibration system is desirable to have the compass system maintainsaturation limits at the outer boundaries of the range of measurement ofthe sensor data. For 8-bit sensor data, these saturation limits are at 0and 255, as shown in FIG. 1. If a large change in vehicular magnetismcauses the sensor data to shift and the current data is plotted outsideof these limits for a continuous period of five minutes, thencalibration is restarted. Such a shift is shown by graph C in FIG. 2,with the dashed portion thereof indicating the range of headingdirections of the vehicle that would cause the sensor data to remainoutside of the saturation limits.

However, intermediate changes in vehicular magnetism are possible whichdo not cause the sensor data to be plotted outside of the saturationlimits. Such a shift is shown by graph D in FIG. 3. As such, it is knownto also provide for a reinitiation of calibration if 15 ignition cyclesof at least 5 minutes duration are completed without obtaining acrossing point on the axes of the X-Y coordinate plane. Furthermore, itis known to enable the operator of the vehicle to manually reinitiatecalibration by operating a switch, button, or the like. Manualreinitiation would most likely occur when the operator notices that thedisplayed heading information is erroneous for an extended period oftime. Although reinitiation of calibration enables the compass system toultimately recover from changes in vehicular magnetism of any magnitude,such reinitiation is considered a rather extreme measure since itrequires the clearing of all prior sensor readings and calibration data.Thus, until sufficient data is collected to calibrate the system, thesystem operates in an uncalibrated state.

This system has a lengthy averaging process and the system's method ofgradual compensation makes it primarily suited for the compensation ofslow and gradual changes in vehicular magnetism. As such, this compasssystem may be unable to adequately compensate for and recover from anabrupt and significant change in vehicular magnetism caused by, forexample, driving the vehicle near the electrical power feeders of trainor subway systems. Thus, such an event may cause a substantialimpairment of compass operation resulting in erroneous headinginformation being displayed until recalibration or reinitialization ofthe system is achieved.

The Earth does not have a uniform magnetic field, which causes amagnetic field variance or declination. The variance or delineationrequires different compass error factors depending upon the compass'location on the Earth. A magnetic field model may be used to correct forthese different compass error factors. The magnetic field model is basedoff of magnetic field measurements received from numerous observationstations located on various parts of the Earth. These magnetic fieldpoints are used to create a magnetic field model. This magnetic fieldmodel may be used to determine the compass error factor for a particulargeographic zone.

The compass system disclosed in U.S. Pat. No. 5,737,226 and herebyincorporated by reference, entitled VEHICLE COMPASS SYSTEM WITHAUTOMATIC CALIBRATION, issued on Apr. 7, 1998, utilizes a controlprogram that calibrates the compass system utilizing only two averageddata points and one raw data point obtained from travel of the vehiclein less than a complete closed loop for purposes of calibrating thecompass system during initialization following manufacture and at suchtimes that the compass system determines that the obtained sensor datafalls outside the saturation thresholds that previously requiredreinitialization of the compass system.

The manner by which the compass system disclosed in U.S. Pat. No.5,737,226 recalibrates itself by identifying the center of a circularplot of data is described below with reference to FIG. 4. When a vehiclemakes a slight turn, the data obtained from the sensors may take theform of the arc shown when plotted relative to Cartesian coordinates.The starting point T of the arc shown corresponds to the output of thesensors obtained just prior to the vehicle starting the turn. As thevehicle makes a turn, intermediate raw data points, such as point U, areread from the sensors. At the completion of the turn, the data pointderived from the sensor output signals would correspond to ending pointV. To perform a calculation of the center W of the arc (or center ofcircle F), it is desirable that starting point T and ending point V aredata points in which there is a fair to high level of confidence intheir accuracy. Such confidence in the data points may be present whenthe sensor outputs remain at a constant level for a predetermined periodof time as would be the case when the vehicle is traveling straight. Thecenter W of the plotted arc is calculated by assuming a predeterminedvalue for the radius r and identifying the two points that are adistance r from both starting point T and ending point V. Todiscriminate between the two points thus obtained, an intermediate rawdata point U is referenced, since the true center point will be thatwhich is farthest away from intermediate point U.

Another method for improving calibration routine in a compass isdisclosed in U.S. Pat. No. 7,127,823 and hereby incorporated byreference entitled VEHICLE COMPASS SYSTEM WITH CONTINUOUS AUTOMATICCALIBRATION, issued Oct. 31, 2006. A processing circuit of the compassrecalibrates the compass each time three data points are obtained from amagnetic field sensor that meet predetermined criteria. One suchcriterion is that the three data points define corners of a trianglethat is substantially non-obtuse. When three data points have beenobtained that define a triangle meeting this criterion, the processingcircuit calculates a center point for a circle upon which all three datapoints lie by solving the equation x.sup.2+y.sup.2+Ax+By+C=0 for A, B,and C, using the coordinate values (x,y) for the three data points anddefining the center point as (−A/2, −B/2).

Referring to FIG. 5, a vehicle 10 includes a number of subsystems foruser convenience and entertainment. Vehicle 10 generally includes acompass system, an audio system, a navigational system, a heating,ventilation, and air-conditioning system (“HVAC system”), and anin-vehicle control system 106 (e.g., media system, navigational system,entertainment system, etc.). These systems may be coupled to in-vehiclecontrol system 106, which is capable of automatically and manuallycontrolling and monitoring these systems. It is noted that in variousexemplary embodiments, vehicle 10, the compass system, the audio system,the navigational system, the HVAC system, and other vehicle systems maybe of any past, present, or future design capable of interacting within-vehicle control system 106.

An exemplary embodiment of in-vehicle control system may have variousfeatures. An in-vehicle control system generally includes an outputdisplay, one or more knobs, one or more pushbuttons, and one or moretactile user inputs or pushbuttons, which facilitate controlling variousvehicle and media functions. In one exemplary embodiment, thepushbuttons are used to access the navigational menu. In anotherexemplary embodiment, the output display may be a touch-screen display,while in other exemplary embodiments it may be any other non-touchsensitive display. In still other exemplary embodiments, the outputdisplay may be of any technology (e.g., LCD, DLP, plasma, CRT),configuration (e.g., portrait or landscape), or shape (e.g., polygonal,curved, curvilinear). The knobs and pushbuttons may be configured: (i)to control the compass system; (ii) control functions of thenavigational system, such as volume, map selection, address selection,display functionality, and command functionality; (iii) to controlplayback of media files over the sound system; (iv) to control retrievalof phonebook entries; (v) to control the function of the HVAC systemsuch as fan speed, cabin temperature, for routing of air flow; or (vi)to control any other desired vehicle function.

According to an exemplary embodiment, the vehicle control system may becoupled to a signal receiver through a vehicle data bus. The vehicledata bus is an electronic communications network that interconnectscomponents inside the vehicle. The signal receiver may be incommunication with a variety of external devices, including atransmitter on a keychain. For example, a first driver of the vehiclemay generally drive in a first geographic zone while a second driver maygenerally drive in a second geographic zone.

According to an exemplary embodiment an automobile includes an overheadconsole mounted to the roof of the vehicle during manufacture, althoughit could be separately added at a later time. The console includes adisplay panel, the center of which includes a digital display providing,in one embodiment, a 8-point compass display of the vehicle heading. Inanother embodiment, a 16-point compass display of the vehicle headingmay be utilized. Also mounted in the console is the compass circuitshown in FIG. 6.

Referring now to FIG. 6, the compass system in an exemplary embodimentincludes a magnetic field sensor 39 coupled to a microprocessor 44through an electrical interface circuit 46. In this embodiment, sensor39 is comprised of individual sensors 40 and 42 which sense separateorthogonal components of the earth's magnetic field, and microprocessor44 is a HC08 8-bit microprocessor (i.e. Part No. MC68HC908EY16)manufactured by Freescale. Microprocessor 44 and interface circuit 46are coupled via serial communication lines 45 and 47, and comprise aprocessing circuit for processing electrical signals supplied fromsensors 40 and 42. Also coupled to microprocessor 44 in a conventionalmanner is a non-volatile memory circuit 48 for storing compass data, aspeed sensor 41, a GPS device 43, a display driver 50, and a display 52for displaying heading information to the operator of vehicle 10. Powersupply circuit 54 provides operating voltage to the various electricalcomponents of the compass system. The functioning and interconnection ofthese circuits is now described in greater detail.

Magnetic field sensors 40 and 42 sense the horizontal components of themagnetic field external to vehicle 10. Sensor 42 senses the east/west orChannel 1 components of the field, and sensor 40 senses the north/southor Channel 2 components of the field. As is described below, themagnetic field sensed by sensor 40 is said to have a positive polarityif it is in the north direction, and is said to have a negative polarityif it is in the south direction. Similarly, the magnetic field sensed bysensor 42 is said to have a positive polarity if it is in the eastdirection, and is said to have a negative polarity if it is in the westdirection. Although the reference to the sensing directions of thesensors as being north, south, east, and west is literally accurate onlywhen the vehicle is traveling north, these relative terms referring todirection are utilized hereinafter to refer to the component directionsof the sensed external magnetic field. For example, sensor 40 isoriented to sense the component of the earth's magnetic field existingalong an axis corresponding to the vehicle's direction of travel, andsensor 42 is oriented to sense the component existing in a directionperpendicular to vehicle 10 direction of travel.

In an exemplary embodiment, sensors 40 and 42 are magneto-inductivesensors, each having a wire-wound high magnetic permeability coreconstructed of Metglas 2705M available from Hitachi Metal Corporation.In an exemplary embodiment, the core has dimensions of 0.020 inch×0.600inch×0.001 inch, and is wound with approximately 700 turns of 40 gaugeAWG wire. In another exemplary embodiment, the core has dimensions of0.020 inch×0.600 inch×0.001 inch, and is wound with approximately 2000turns of 41 gauge AWG wire. As described in greater detail below,sensors 40 and 42 of this exemplary embodiment serve as inductiveelements in an oscillator circuit formed with portions of interfacecircuit 46, with the inductance of a particular sensor being dependenton the magnitude of the magnetic field in that sensor's direction ofmeasurement. Through the generation of electrical signals having afrequency that varies with the external magnetic field, vehicle 10direction can be ascertained. Although sensors 40 and 42 aremagneto-inductive sensors in this embodiment, other types of sensors,such as magneto-resistive sensors, can be implemented if appropriatechanges are made to the compass system. Sensors 40 and 42 may also bereplaced by a flux-gate sensor, magneto-resistive sensor, or any otherway of measuring a magnetic field.

Interface circuit 46 shown in FIG. 7 couples magneto-inductive sensors40 and 42 to the microprocessor 44. In an exemplary embodiment,interface circuit 46 includes a driver circuit 56, a compass controlcircuit 58, an 8-bit Channel 1 resolution register 60, an 8-bit Channel2 resolution register 62, an 8-bit equality comparator 64, a divisioncircuit 66, an 8-bit ripple counter 68, a 16-bit up/down counter 70, a16-bit Channel 1 output register 72, and a 16-bit Channel 2 outputregister 74. The functioning and interconnection of these circuits isnow described in greater detail.

Driver circuit 56 of interface circuit 46 and sensors 40 and 42 form anoscillator circuit 57 in which sensors 40 and 42 serve as inductiveelements and from which electrical signals are generated which representthe sensed magnetic field external to the vehicle. The structure of sucha circuit is shown in FIG. 8 and disclosed in U.S. Pat. No. 5,239,264,issued on Aug. 24, 1993, entitled ZERO-OFFSET MAGNETOMETER HAVING COILAND CORE SENSOR CONTROLLING PERIOD OF AN OSCILLATOR CIRCUIT, assigned toPrecision Navigation, Inc., the disclosure of which is incorporatedherein by reference. A brief description of the functioning of thiscircuit in connection with the other components of interface circuit 46is now provided.

In order to obtain compass heading information, the output frequency ofoscillator circuit 57 is dependent on the level of internal inductanceof the sensors. Oscillator circuit 57 is configured such that each ofsensors 40 and 42 serves as the inductive element of oscillator circuit57 at alternating times as described in the above-mentioned patent. Thelevel of inductance provided by sensors 40 and 42, and thus the outputfrequency of oscillator circuit 57, are dependent on the magnitude anddirection of the external magnetic field as well as the direction of themagnetic field created by the current fed to the sensor. As shown inFIG. 8, oscillator circuit 57 includes a channel oscillator 57 a fordriving sensor 40 and a channel sensor 57 b for driving sensor 42. Eachchannel oscillator 57 a, 57 b preferably includes a gating element 121having AND gates 222 and 224 with inputs connected to the output of thechannel oscillator and respective input enable lines 96N, 96S, 96E, and96W that are coupled to compass control circuit 58. The outputs of ANDgates 222 and 224 are respectively coupled to different ends of thesensors (40, 42) through impedance matched timing resistors 115 and 117.The two ends of each sensor 40, 42 are also connected to the input of aSchmitt trigger 111 via normally open switches 230 and 231,respectively. Switches 230 and 231 are independently controlled by theenable signals output from compass control circuit 58. By closingswitches 230 and 231 one at a time, compass control circuit 58 changesthe bias polarity of the channel oscillators 57 a and 57 b causing thechannel oscillators to change the end of the sensor to which a drivingcurrent is supplied. The bias polarity of channel oscillator 57 a isdeemed to be positive if it is biased to apply current to the north endof sensor 40, and is negative if it is biased so as to apply current tothe south end of sensor 40. Similarly, the bias polarity of channeloscillator 57 b is deemed to be positive if it is biased to applycurrent to the east end of sensor 42, and is negative if it is biased soas to apply current to the west end of sensor 42. As shown in FIG. 8,oscillator circuit 57 is configured so that each of sensors 40 and 42can be fed current from either of their ends. The detailed operation ofoscillator 57 is described in U.S. Pat. No. 5,239,264, herebyincorporated by reference.

The frequency of the signal output from oscillator circuit 57, which isdependent on the magnitude and direction of the external magnetic fieldand the bias polarity of the channel oscillator connected therein, has abase or zero magnetic field frequency when no magnetic field is presentin the measurement direction of the connected sensor. With a positivebias polarity of channel oscillator 57 a, the output frequency ofoscillator circuit 57 decreases from this base frequency when themagnetic field strength increases in the north (positive) direction, andincreases from the base frequency when the magnetic field strengthincreases in the south (negative) direction. If the bias polarity ofchannel oscillator 57 a is negative, then the output frequency ofoscillator circuit 57 increases from the base frequency when themagnetic field strength increases in the north (positive) direction, anddecreases from the base frequency when the magnetic field strengthincreases in the south (negative) direction. When channel oscillator 57b has a positive bias polarity, the output frequency of oscillatorcircuit 57 decreases from the base frequency when the magnetic fieldstrength increases in the east (positive) direction, and increases fromthe base frequency when the magnetic field strength increases in thewest (negative) direction. If the bias polarity of channel oscillator 57b is negative, then the output frequency of oscillator circuit 57increases from the base frequency when the magnetic field strengthincreases in the East (positive) direction, and decreases from the basefrequency when the magnetic field strength increases in the West(negative) direction. Thus, by analyzing the output frequency ofoscillator circuit 57 when a channel oscillator is biased at a knownbias polarity and comparing that frequency to the base frequency,compass heading information may be obtained. Furthermore, measuring thedifference in frequency between the two bias polarities, the ambientmagnetic field can be determined. The ambient magnetic field informationcan be utilized to obtain the compass heading data.

Interface circuit 46 analyzes the electrical signals provided byoscillator circuit 57 by determining for each channel oscillator afrequency difference between signals output from oscillator circuit 57for each different bias polarity. Specifically, interface circuit 46measures the output frequency by converting the electrical signals intodata signals and determining the time period measured as the number offixed duration “counts” required for the signals from oscillator circuit57 to complete a particular number of cycles. The count value increasesas the frequency of oscillation decreases. For each channel, interfacecircuit 46 measures the number of counts required for signals outputfrom oscillator circuit 57 to complete a particular number of cycles foreach bias polarity of the corresponding channel oscillator anddetermines a difference in the number of counts associated with the twodifferent bias polarities of the corresponding channel oscillator. Bycalculating the difference between the count values associated with thepositive and negative bias polarities of each channel oscillator, azero-compensated count value, or data signal, is generated for eachsensor. Such a count value represents the actual field strength in themeasurement direction of a sensor and is zero if the magnetic field iszero. As described in greater detail below, each count of thesezero-compensated count values represents a particular level ofmagnetism, with the milligauss to count ratio of a count valuedetermined by the number of cycles completed by oscillator circuit 57for both bias polarities of the channel oscillator generating thatzero-compensated count value. A description of the individual componentsof interface circuit 46 to implement the bias polarity switching methodis now described.

Referring to FIG. 7, Channel 1 resolution register 60 is an 8-bitregister that stores a value which determines the number of cycles to becompleted by the output signal of oscillator circuit 57 for themeasurement period of each bias polarity of channel oscillator 57 a.Similarly, Channel 2 resolution register 62 is an 8-bit register thatstores a value which determines the number of cycles to be completed forthe measurement period of each bias polarity of channel oscillator 57 b.As described below, these values determine the level of resolutionachieved by the compass system and may be adjusted by microprocessor 44by means of adjustment signals via input line 45. Division circuit 66receives the electrical signal generated by oscillator circuit 57 vialine 59 and divides this signal by a particular number (8 in thepreferred embodiment). The resulting signal is supplied to ripplecounter 68 via line 67. Ripple counter 68 is an 8-bit counter thatcounts the number of cycles completed by the input signal received fromdivision circuit 66. As described below, ripple counter 68 counts thenumber of cycles completed for each bias polarity of the channeloscillators for each of sensors 40 and 42, with the counter beingcleared before each counting period by means of connection to compasscontrol circuit 58 via line 76. The electrical signal generated byoscillator circuit 57 is divided by circuit 66 before being input toripple counter 68, thus dividing the frequency of the signal by 8 (inthe preferred embodiment), because it is desirable to enable 8-bitripple counter 68 (capable of counting to 255) to count more than theequivalent of 255 cycles of the original electrical signal. By countingmore cycles, ripple counter 68 enables the compass system to work withmore averaged sensor information which is more reliable.

Equality comparator 64 of FIG. 7 is an 8-bit comparator which comparesthe value of ripple counter 68 with the stored value of whichever one ofresolution registers 60 or 62 is enabled by compass control circuit 58via lines 78 or 80. Line 80 has an inverter 73 placed between line 78and Channel 2 resolution register 62. If the two compared values areequal, comparator 64 outputs a signal (REQUAL=1) to compass controlcircuit 58 via line 82. Up/down counter 70 is a 16-bit counter thatserves to calculate the time period or count value required for aparticular number of cycles to be completed by the output signal fromoscillator circuit 57 which is eventually indicated by an output signal(REQUAL=1) from equality comparator 64 sent to compass control circuit58. As described below, up/down counter 70 ultimately holds thedifference between the count values measured during the two biaspolarities of the channel oscillator for a particular sensor. Via inputline 84, up/down counter 70 counts according to a clock signal having afrequency which is selected such that up/down counter 70 will not rollover (count beyond its measurement range) when making its time periodcalculations. In the preferred embodiment, the clock frequency is 250kHz. The counting of up/down counter 70 is controlled by its multipleconnections with compass control circuit 58, with a signal (U/D) appliedon the U/D input line 86 determining whether up/down counter 70 countsup or down, a signal (ENABLE) applied on the Lock input line 88 enablingup/down counter 70 to be locked at a particular measurement reading (forreasons discussed below), and a signal (CLEAR) applied to the RST inputline 90 enabling up/down counter 70 to be cleared. Compass controlcircuit has an output line 79 which is connected to delay circuit 77.Delay circuit 77 also has an input from a clock via line 85. In thepreferred embodiment, the clock frequency is 250 kHz. Delay circuit 77then provides a signal to compass control circuit 58 via output line 81.Channel 1 and Channel 2 output registers 72 and 74 are 16-bit registersand, depending on which is enabled by compass control circuit 58 via asignal (Latch N) on a first line 92 or a signal (Latch E) on a secondline 94, one receives and stores the count value held in up/down counter70. This zero-compensated count value, or data signal, is available tomicroprocessor 44 via output line 47. Compass control circuit 58 isconfigured as a conventional state machine and controls the functioningof interface circuit 46.

In an exemplary embodiment, the compass system calculates the deviationcoefficients, which enables a compass error factor to be utilized on anycourse heading to correct for any noise sources. In this exemplaryembodiment, the compass system is actively corrected based on thecompass' deviation coefficients. The deviation coefficients are thecoefficients in the deviation formula (see Paragraph 70). Deviation isthe difference between the magnetic compass heading and the true compassheading. The deviation in the compass system is caused by a variety ofmagnetic noise sources (i.e. the vehicle moveable members or magneticfield sources, such as, sunroof, door, electronic windows, HVAC system,motors, window defrost system and the lighting system). In an exemplaryembodiment, the deviation analysis measures the deviation or on errormultiple headings (i.e. usually 8 cardinal headings) and uses this datato quantify the deviation for each noise source. Since these noisesources can be quantified, a correction factor can be calculated forthese noise sources to offset the negative impact or false reading onthe compass system caused by these noise sources.

In an exemplary embodiment, the deviation analysis consists ofdetermining the approximate value of each of the six deviationcoefficients. The six deviation coefficients enable the compass systemto automatically adjust the compass system based on the magneticproperties of vehicle 10. In an exemplary embodiment, the adjustmentscan be either physical and/or electronic, such as, the placement ofvarious correction devices (i.e. steel balls) and/or the transmission ofelectric-adjustment signals.

In an exemplary embodiment, the first step in a deviation analysis is torecord the deviation on each cardinal and intercardinal heading by thecompass to be analyzed. For example, easterly deviation will beconsidered positive (+), and westerly deviation negative (−).Approximate values of the various coefficients are:

-   -   Coefficient A—mean of deviation of all headings;    -   Coefficient B—mean of deviation of headings 090° and 270°, with        sign at 270° reversed;    -   Coefficient C—mean of deviation on headings 000° and 180°, with        sign at 180° reversed;    -   Coefficient D—mean of deviation on intercardinal headings, with        signs at headings 135° and 315° reversed;    -   Coefficient E—mean of deviation on cardinal headings, with signs        at 090° and 270° reversed; and    -   Coefficient J—change of deviation for a roll of 1° while vehicle        10 heads 000° by compass.

It is considered positive if the north end of the compass card is drawntoward the low side, and negative if toward the high side.

A semicircular deviation is easterly throughout approximately 180° ofheading and westerly throughout the remainder which indicates that itssign remains unchanged throughout a semicircle. A semicircular deviationcan be caused by permanent magnetism induced in vertical soft iron. Aquadrantal deviation changes signs in each quadrant. The quadrantaldeviation is easterly in two opposite quadrants and westerly in theother two. The quadrantal deviation is caused by induced magnetism inhorizontal soft iron. These types of deviation resulting from thevarious parameters are called coefficients.

There are six coefficients. First, coefficient A is a constant on allheadings. In an exemplary embodiment, when coefficient A is derived froma magnetic source, as from an asymmetrical combination of parameters, itis a “true” constant. In another exemplary embodiment, when coefficientA is derived from a mechanical source, as from an incorrectly placedmechanical device (i.e. a ferrous object), or mathematical, as from anerror in computation of magnetic azimuth, it is an “apparent” constant.

Second, coefficient B is semicircular deviation, which is proportionalto the sine of the compass heading. It is maximum on compass headingseast or west, and zero on compass headings north or south. In anexemplary embodiment, coefficient B is caused by permanent magnetism,and also by induced magnetism in asymmetrical vertical soft iron.

Third, coefficient C is semicircular deviation, which is proportional tothe cosine of the compass heading. It is maximum on compass headingsnorth or south, and zero on compass headings east or west. In anexemplary embodiment, coefficient C is caused by permanent magnetism orby induced magnetism in asymmetrical vertical soft iron orientatedperpendicularly to the longitudinal axis of the compass.

Fourth, coefficient D is quadrantal deviation, which is proportional tothe sine of twice the compass heading. It is maximum on intercardinalcompass headings, and zero on cardinal compass headings. In an exemplaryembodiment, coefficient D is caused by induced magnetism in horizontalsoft iron which is symmetrical with respect to the compass.

Fifth, coefficient E is quadrantal deviation, which is proportional tothe cosine of twice the compass headings. It is maximum on cardinalcompass headings, and zero on intercardinal compass headings. In anexemplary embodiment, coefficient E is caused by induced magnetism inhorizontal soft iron which is asymmetrical with respect to the compass.

Sixth, coefficient J is the change of deviation for a role of 1° whilevehicle 10 is on compass heading 000°. The force components producingthese coefficients are called exact coefficients.

For example, a magnetic compass which has not been adjusted hasdeviation on cardinal and intercardinal compass headings as illustratedin FIG. 9.

On heading compass north the deviation is 13°.5 W when vehicle 10 rolls10° to the vehicle's 10 right.

The analysis requires the approximate value of each coefficient.Therefore, the solution is A(+)2°.3, B(+) 30°.0, C (−)4°.8, D(+) 13°.8,E(+) 1°.1, J(−)1°.2 based on the calculations below:

$A = {\frac{{{- 1}{^\circ}{.5}} + {34{^\circ}{.0}} + {31{^\circ}{.0}} + {13{^\circ}{.5}} + {8{^\circ}{.0}} - {1{^\circ}{.5}} - {29{^\circ}{.0}} - {36{^\circ}{.0}}}{8}\mspace{20mu} = {( + )2{^\circ}{.3}}}$$\mspace{20mu} {B = {\frac{{31{^\circ}{.0}} + {29{^\circ}{.0}}}{2} = {( + )30{^\circ}{.0}}}}$$\mspace{20mu} {C = {\frac{{{- 1}{^\circ}{.5}} - {8{^\circ}{.0}}}{2} = {( - )4{^\circ}{.8}}}}$$\mspace{20mu} {D = {\frac{{34{^\circ}{.0}} - {13{^\circ}{.5}} - {1{^\circ}{.5}} + {36{^\circ}{.0}}}{4} = {( + )13{^\circ}{.8}}}}$$\mspace{20mu} {E = {\frac{{{- 1}{^\circ}{.5}} - {31{^\circ}{.0}} + {8{^\circ}{.0}} + {29{^\circ}{.0}}}{4} = {( + )1{^\circ}{.1}}}}$$\mspace{20mu} {J = {\frac{{{- 13}{^\circ}{.5}} + {1{^\circ}{.5}}}{10} = {( - )1{^\circ}{.2}}}}$

On any compass heading (CH) the deviation (d) from each coefficientacting alone is:

-   -   Coefficient A: d_(A)=A    -   Coefficient B: d_(B)=B sin CH    -   Coefficient C: d_(C)=C cos CH    -   Coefficient D: d_(D)=D sin 2CH    -   Coefficient E: d_(E)=E cos 2CH    -   Coefficient J: d_(J)j=J cos CH

For vehicle 10 that is not rolling, the total deviation on any compassheading is the algebraic sum of the deviation due to each of the firstfive coefficients:

d=d _(A) +d _(B) +d _(C) +d _(D) +d _(E) =A+B sin CH+C cos CH+D sin2CH+E cos 2CH.

For the compass of the example given above, the deviation due to eachcomponent, and the total, on various headings are illustrated in FIG.10.

The various components and the total deviation are shown in geographicalform in FIG. 11. In this exemplary embodiment, coefficient A is shown tobe negligible. In this exemplary embodiment, the presence of more than2° of constant error indicates an abnormal condition which should bediscovered and corrected. Coefficient E is normally negligible for acompass located on the center line of vehicle 10. In this exemplaryembodiment, vehicle has an excessive amount of coefficient E, whichshould be corrected by slewing the quadrantal correctors.

If rolling error is measured on any heading other than compass north orsouth, the value of coefficient J can be found by means of the formula:

$J = {{\frac{d}{\cos \; {CH}}\mspace{14mu} {or}\mspace{14mu} J} = {d\; \sec \; {CH}}}$

If RE is the total observed change of deviation (rolling error), and iis the angle of roll in degrees (for relatively small angles), theformula becomes

$J = {\frac{{RE}\; \sec \; {CH}}{i}.}$

If rolling error is sought, the formula becomes

RE=Ji cos CH.

In an exemplary embodiment, the deviation analysis utilizes a GlobalPositioning System (GPS) or any other positioning system to provide thedata for the reference heading. Vehicle 10 is driven in a completecircle to provide the deviation between the compass heading and the GPSheading. It should be noted that this method may also be used duringnormal driving patterns. The compass heading data points and GPS headingdata points are stored in an onboard memory device. These data pointsare utilized to calculate coefficient A, coefficient B, coefficient C,coefficient D, coefficient E and coefficient J. Since these noisesources affecting the compass can be quantified, these noise sources canbe offset to correct the compass system and provide the user withaccurate heading information.

It should be noted that deviation analysis is applied to an electroniccompass and that corrections for coefficient A, coefficient B,coefficient C, coefficient D, coefficient E and coefficient J errors aredetermined and implemented for an electronic compass. For example, in anelectronic compass if a coefficient E error is determined, then we canadjust the heading output when traveling on Cardinal headings becausethat is where the maximum error occurs for coefficient E.

In a wet compass, coefficient B and coefficient C errors can becorrected by adjustable magnets placed in different orientations anddistances from the compass card. In an exemplary embodiment, theelectronic compass may correct for coefficient B and coefficient Cerrors by using a GPS heading source along with a magnetic field model.The magnetic calculations may be done in parallel with the deviationanalysis and/or magnetic model calculations and the optimal solutionselected. This method may be used if a magnetic shift occurs in thevehicle, which can occur when the vehicle is driven in a magnetic shiftoccurrence environment (e.g., driving over a subway). In this exemplaryembodiment, the compass heading and the GPS heading will not be similar.The deviation analysis may then be used to quantify the type of compasserror as the vehicle is driven. The magnetic model and vehicle headingmay be used to determine the correction factor based on the coefficientB and coefficient C errors. In another exemplary embodiment, thedeviation analysis could be done to continually update the compass. Inexemplary embodiments, the compass could detect a magnetic shift andadjust the compass calibration. The system may determine if thisadjustment and adjusted calculated compass heading matched the currentdirection indicated by the GPS or if this adjustment and adjustedcalculated compass heading matched the deviation analysis and magneticfield model.

In an exemplary embodiment, coefficient D errors may be caused by theEarth's magnetic field being distorted by the metal in the vehicle or bya mismatch in gain between sensors. In an exemplary embodiment,utilizing a GPS and a magnetic field model the optimal radius could bedetermined. The coefficient D error may be a maximum on theintercardinal headings and the deviation coefficients may be used todetermine when to correct the compass based on the intercardinalheadings. In an exemplary embodiment, the longitude position andlatitude position may be determined (e.g., GPS) for the vehicle. Basedon this information and a magnetic field model, the horizontal fieldstrength of the Earth can be determined. Utilizing the horizontal fieldstrength of the Earth and the vehicle's heading the permanent magnetismin the compass (e.g., coefficient B and coefficient C may be determinedalong with the error due to field distortions and sensor gain (e.g.,coefficient D and coefficient E).

For example, if after driving on 8 cardinal headings, the analysisreveals that there is a constant deviation of 4 degrees. In thisexemplary embodiment, the compass system is configured to calculate thatthe probable source of this error is from a geographic zone errorbecause the compass is mounted in a fixed position in vehicle 10. Thegeographic zone error is caused by the difference between true north andmagnetic north. In this exemplary embodiment, the source of the errorcould be from another noise source but the correction factor would stillbe quantified (i.e. 4 degrees). After the compass system determines thecorrection factor based on this analysis, the correction factor isautomatically applied to the compass system.

For more information regarding FIGS. 9-11, see “American PracticalNavigator: Bowditch” a work published by the US Navy HydrographicOffice.

In this exemplary embodiment, the owner of vehicle 10 no longer needs tomanually adjust the compass for this geographic zone error by examiningthe owner's manual and entering in the compass error factor for thisparticular geographic zone. The owner's manual's magnetic field modelcould be based on magnetic field models published by the United StateGeological Society.

The magnetic-field models used are succinct mathematical descriptions ofthe Earth's surficial magnetic field. They are constructed by fitting aset of basis functions, usually spherical harmonics or spherical caps,to magnetic data, such as those collected at United States GeologicalSociety's observatories. The models are interpolators for estimating thefield between measurement locations and between measurement times. Thecalculations for these models are available athttp://geomag.usgs.gov/models/.

These models published by the United State geological society have atleast three sources of error. First, the models are only approximationsof the magnetic field. Second, these models become outdated every fewyears because the Earth's magnetic field shifts. This magnetic fieldshift can be one degree every several years. Third, these models arepredictive, in that they are based on data collected in the recent past,preceding their construction, and are intended to represent the field inthe near future, following their construction.

Further, magnetic-field models and charts have limitations. Since themagnetic field is extremely complicated, in both space and time,magnetic-field models are, by practical necessity, something of anapproximation of the actual magnetic field. For example, global modelsof the field, such as the IGRF, do not account for very localmagnetization. Indeed, there is no way that they could, since manygeological formations, and for that matter, many rocks, are magnetized,if only partially. Moreover, the models do not fully account formagnetic-field ingredients generated by ionospheric and magnetosphericelectric currents, since these can create essentially unpredictable,localized and transient perturbations to the main field, particularly athigh latitudes.

FIG. 12A shows a magnetic field map of the earth. FIG. 12B shows amagnetic field map of a portion of the earth, focusing on North America.In another exemplary embodiment, the compass system is configured toretrieve the geographic zone error factor from an onboard database andapply the geographic zone error factor to the compass system. Thegeographic zone error factor is based on the location of the compassderived from a GPS signal. In an exemplary embodiment, the onboarddatabase is configured to update the geographic zone error factors viathe internet to ensure that the most recent data is being utilized. Inanother exemplary embodiment, the compass system could download thegeographic zone error factors directly via the internet with norequirement for an onboard database.

In another exemplary embodiment, the compass system would continually oron a predetermined interval recalibrate the system based on whichgeographic zone the compass was located in. In this exemplaryembodiment, an owner could drive vehicle 10 across geographic zone (i.e.cross country trip) or move to a new geographic zone and the compasssystem would automatically recalibrate to the new geographic zone uponentry into this new geographic zone. In FIG. 12B, a driver could start atrip from a first position 301 in a first geographic zone 303 to asecond position 305 in a second geographic zone 307. The compass systemwould enter new geographic zone error factors upon entry a thirdgeographic zone 309, a fourth geographic zone 311 and the secondgeographic zone 307. In another exemplary embodiment, the compass systemcould be configured to provide buffer zones around the geographic zonesto minimize the number of times the system recalibrates. The bufferzones could be configured to reduce the memory and/or processingrequirements for vehicle 10 that was located at the boundary line of twogeographic zones.

In an exemplary embodiment, the compass system is configured todetermine the direction of vehicle 10 and magnetic field strength of theparticular location which is derived from a magnetic field model. Thesedeterminations are based on the location and heading of vehicle 10 whichis determined from GPS signals. Since the compass system has determinedthe direction of vehicle 10 and the magnetic field strength, the compasssystem can calculate the center point of the magnetic pattern. In thisexemplary embodiment, the center point/reference point could be thecurrent magnetic position minus a proportion of the local field strengthon the designated channels. Since the compass system can determine thecenter point, direction of vehicle 10 and the magnetic field strength,the compass system can continually and instantaneously recalibrate.

In FIG. 13, an exemplary method of calibrating the compass system isshown. The compass system is initiated (step 600). The compass systemreceives a location signal from the GPS (step 602). The compass systemdetermines whether the compass error factor is to be derived from amagnetic field model (step 604). If the compass system is to use themagnetic field model, the compass system moves to step 606. The compasssystem determines whether the magnetic field model is stored onboardvehicle 10 (step 606). If the magnetic field model is stored onboardvehicle 10, then the system moves to step 608 to retrieve the geographiczone error factor and apply the geographic zone error factor to thecompass system. If the magnetic field model is not stored onboardvehicle 10, then the system moves to step 610 to determine whether themagnetic field model is available via the internet. If the magneticfield model is available, the compass system moves to step 612 todownload and apply the specific geographic zone error factor. If themagnetic field model is unavailable or the compass system is notconfigured to use a magnetic field model, the compass system moves tostep 614.

The compass system determines whether it is configured to calculate andutilize the deviation analysis (step 614). If the compass system is notconfigured to calculate and utilize the deviation analysis, then thecompass system uses the current compass configuration (step 616). If thecompass system is configured to calculate and utilize the deviationanalysis, then the compass system calculates the deviation analysis todetermine the compass error factor (step 618). The compass systemapplies the compass error factor to the compass system (step 620).

In FIG. 14, a technique to determine a center point/reference point 352is shown. In this exemplary embodiment, vehicle 10 could be driven in asmall arc pattern 350. Based upon the angle change measured from the GPSheading and the magnetic change measured from the compass, the fieldstrength can be calculated and center point/reference point 352determined. The deviation analysis can be completed and the coefficientscan be used to correct for any elliptical errors that are present basedon driving vehicle 10 in small arc pattern 350.

In another exemplary embodiment, the compass system can continuouslymonitor and adjust the compass' calibration magnetically, which can becompared with the deviation analysis. In this exemplary embodiment, thecompass system recalibration process would be enhanced because theheading would be based on multiple recalibration techniques and thecompass system could utilize the multiple sources of data to determinewhich technique, an averaging of the techniques, a weighted average ofthe techniques, a percentage range techniques, or any combinationthereof provides the optimal solution. In an exemplary embodiment, thecompass system is configured to utilize the heading data provided fromthe GPS when vehicle 10 is traveling at or above a first thresholdspeed. In another exemplary embodiment, the compass system is configuredto utilize the heading data provided by the compass when vehicle 10 isin an urban canyon or the vehicle is traveling at or below a secondthreshold speed. In another exemplary embodiment, the compass system isconfigured to utilize a moving average, a weighted average, a simpleaverage, a percentage range average or any combination thereof todetermine the optimal solution. For example, the percentage rangetechnique could be applied which would analyze the three compass errorfactors. In this example, error factor 1 is 3 percent, error factor 2 is3.3 percent and error factor 3 is 2 percent. The system would determinewhether the error factors were within a specific percentage (i.e. 10percent) of each other. If more than one error factor was within thespecific percentage of another error factor, the system would averageall of the error factors that were within this specific percentage anddiscard any error factors that were outside this specific percentage. Inthis example, error factor 1 and error factor 2 are within a 10 percentof each other while error factor 3 is outside of this predeterminedrange. Therefore, the compass system would average error factor 1 anderror factor 2 together to apply an error factor of 3.15 to the compasssystem.

In an exemplary embodiment, the small arc turned by the vehicle allowsthe compass/GPS system to estimate the magnetic field strength. Inanother exemplary embodiment, the compass may be instantly magneticallycalibrated based on knowing the field strength and the vehicle heading.The field strength may be known from the small arc turned by the vehicleor by normal magnetic calibration.

While the exemplary embodiments illustrated in the figures and describedherein are presently preferred, it should be understood that theseembodiments are offered by way of example only. Accordingly, the presentapplication is not limited to a particular embodiment, but extends tovarious modifications that nevertheless fall within the scope of theappended claims. The order or sequence of any processes or method stepsmay be varied or re-sequenced according to alternative embodiments.

The present application contemplates methods, systems and programproducts on any machine-readable media for accomplishing its operations.The embodiments of the present application may be implemented using anexisting computer processors, or by a special purpose computer processorfor an appropriate system, incorporated for this or another purpose orby a hardwired system.

It is important to note that the construction and arrangement of thecompass system as shown in the various exemplary embodiments isillustrative only. Although only a few embodiments of the presentapplication have been described in detail in this disclosure, thoseskilled in the art who review this disclosure will readily appreciatethat many modifications are possible (e.g., variations in sizes,dimensions, structures, shapes and proportions of the various elements,values of parameters, mounting arrangements, use of materials, colors,orientations, etc.) without materially departing from the novelteachings and advantages of the subject matter recited in the claims.For example, elements shown as integrally formed may be constructed ofmultiple parts or elements, the position of elements may be reversed orotherwise varied, and the nature or number of discrete elements orpositions may be altered or varied. Accordingly, all such modificationsare intended to be included within the scope of the present applicationas defined in the appended claims. The order or sequence of any processor method steps may be varied or re-sequenced according to alternativeembodiments. In the claims, any means-plus-function clause is intendedto cover the structures described herein as performing the recitedfunction and not only structural equivalents but also equivalentstructures. Other substitutions, modifications, changes and omissionsmay be made in the design, operating conditions and arrangement of theexemplary embodiments without departing from the scope of the presentapplication as expressed in the appended claims.

As noted above, embodiments within the scope of the present applicationinclude program products comprising machine-readable media for carryingor having machine-executable instructions or data structures storedthereon. Such machine-readable media can be any available media whichcan be accessed by a general purpose or special purpose computer orother machine with a processor. By way of example, such machine-readablemedia can comprise RAM, ROM, EPROM, EEPROM, CD-ROM or other optical diskstorage, magnetic disk storage or other magnetic storage devices, or anyother medium which can be used to carry or store a desired program codein the form of machine-executable instructions or data structures andwhich can be accessed by a general purpose or special purpose computeror other machine with a processor. When information is transferred orprovided over a network or another communications connection (eitherhardwired, wireless, or a combination of hardwired or wireless) to amachine, the machine properly views the connection as a machine-readablemedium. Thus, any such connection is properly termed a machine-readablemedium. Combinations of the above are also included within the scope ofmachine-readable media. Machine-executable instructions comprise, forexample, instructions and data which cause a general purpose computer,special purpose computer, or special purpose processing machines toperform a certain function or group of functions.

It should be noted that although the diagrams herein may show a specificorder of method steps, it is understood that the order of these stepsmay differ from what is depicted. Also two or more steps may beperformed concurrently or with partial concurrence. Such variation willdepend on the software and hardware systems chosen and on designerchoice. It is understood that all such variations are within the scopeof the application. Likewise, software implementations of the presentapplication could be accomplished with standard programming techniqueswith rule-based logic and other logic to accomplish the variousconnection steps, processing steps, comparison steps and decision steps.

The foregoing description of embodiments of the application has beenpresented for purposes of illustration and description. It is notintended to be exhaustive or to limit the application to the preciseform disclosed, and modifications and variations are possible in lightof the above teachings, or may be acquired from practice of theapplication. The embodiments were chosen and described in order toexplain the principles of the application and its practical applicationto enable one skilled in the art to utilize the application in variousembodiments and with various modifications as are suited to theparticular use contemplated.

Although the description contains many specificities, thesespecificities are utilized to illustrate some of the preferredembodiments of this application and should not be construed as limitingthe scope of the application. The scope of this application should bedetermined by the claims, their legal equivalents, and the fact that itfully encompasses other embodiments which may become apparent to thoseskilled in the art. All structural, chemical, and functional equivalentsto the elements of the below-described application that are known tothose of ordinary skill in the art are expressly incorporated herein byreference and are intended to be encompassed by the present claims. Areference to an element in the singular is not intended to mean one andonly one, unless explicitly so stated, but rather it should be construedto mean at least one. Furthermore, no element, component or method stepin the present disclosure is intended to be dedicated to the public,regardless of whether the element, component or method step isexplicitly recited in the claims.

1-21. (canceled)
 22. A processor for use in a system comprising acompass and a receiver configured to communicate with a positioningsystem, the processor being configured to communicate with the compassand the receiver, the processor comprising: a first input for receivinga first signal associated with the compass; a second input for receivinga second signal associated with the positioning system; wherein theprocessor is configured to calculate a compass error factor based on adeviation analysis, and wherein the deviation analysis is based on thefirst signal and the second signal.
 23. The processor of claim 22,wherein the first signal and the second signal are based on a vehiclemovement.
 24. The processor of claim 22, further comprising: an outputfor providing a display signal for a display; and wherein the processorapplies the compass error factor to the system.
 25. The processor ofclaim 22, wherein the receiver is configured to communicate with anin-vehicle control system.
 26. The processor of claim 25, wherein thein-vehicle control system is configured to modify the deviationanalysis.
 27. The processor of claim 25, wherein the receiver receivesthe second signal from the in-vehicle control system.
 28. The processorof claim 22, wherein the processor is configured to receive at least asecond compass error factor.
 29. The processor of claim 28, furthercomprising a prioritization logic configured to determine a calculatedcompass error factor based on at least one of the compass error factorand the second compass error factor.
 30. An in-vehicle compass system,including a compass, a transceiver configured to communicate with apositioning system, and a processor configured to communicate with thecompass and the transceiver, the in-vehicle compass system comprising: acontrol circuit configured to communicate with the processor; a memorydevice configured to store an in-vehicle compass system configuration,at least one magnetic field model compass error factor and configured tocommunicate with the control circuit; wherein the in-vehicle compasssystem configuration includes a magnetic field model utilizationparameters and a deviation analysis utilization parameters; wherein thecontrol circuit utilizes a magnetic field model compass error factorbased on the magnetic field model utilization parameters beingtriggered; and wherein the control circuit utilizes a compass errorfactor from a deviation analysis based on the deviation analysisutilization parameters being triggered.
 31. The in-vehicle compasssystem of claim 30, wherein the transceiver is configured to communicatewith an internet to download at least one magnetic field model compasserror factor.
 32. The in-vehicle compass system of claim 30, wherein thetransceiver is configured to communicate with an in-vehicle controlsystem.
 33. The in-vehicle compass system of claim 32, wherein thein-vehicle control system is configured to modify at least one of themagnetic field model utilization parameters and the deviation analysisutilization parameters.
 34. The in-vehicle compass system of claim 33,wherein the in-vehicle control system to modify at least one of themagnetic field model utilization parameters and the deviation analysisutilization parameters.
 35. The in-vehicle compass system of claim 30,wherein the control circuit utilizes the magnetic field model compasserror factor based on a location signal derived from the positioningsystem.
 36. The in-vehicle compass system of claim 35, wherein thecontrol circuit recalculates the magnetic field model compass errorfactor based on a location signal derived from the positioning system ona predetermined basis.
 37. A method for calibrating an electroniccompass system, the method comprising: calculating a location based on apositioning system location signal; calculating a deviation analysisbased on the positioning system location signal and a compass signal;calculating a compass error factor based on the deviation analysis; andutilizing the compass error factor to adjust the electronic compasssystem.
 38. The method for calibrating an electronic compass system ofclaim 37, wherein a transceiver is configured to communicate with anin-vehicle control system.
 39. The method for calibrating an electroniccompass system of claim 37, wherein an in-vehicle control system isconfigured to modify the deviation analysis.
 40. The method forcalibrating an electronic compass system of claim 37, wherein thedeviation analysis is based on a magnetic field model.
 41. The methodfor calibrating an electronic compass system of claim 40, wherein themagnetic field model is downloaded from an internet.
 42. A method forcalibrating an electronic compass system, the method comprising:determining a longitude position and a latitude position; determining amagnetic field strength utilizing a magnetic field model based on thelongitude position and the latitude position; determining a vehicleheading based on a positioning signal; and determining a magneticheading correction factor based on the magnetic field strength and thevehicle heading.